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Arrival Procedures


Simultaneous ILS PRM Runway 33 left and ILS PRM
Runway 33 right approaches in use.


The pilot may request to conduct a

different type of PRM approach to the same runway
other than the one that is presently being used; for
example, RNAV instead of ILS. However, pilots must
always obtain ATC approval to conduct a different
type of approach. Also, in the event of the loss of

−based NAVAIDS, the ATIS may advertise

other types of PRM approaches to the affected
runway or runways.


The Attention All Users Page (AAUP)

will address procedures for conducting PRM


Requirements and Procedures. Besides system

requirements and pilot procedures as identified in
subparagraph a1 above, all pilots must have
completed special training before accepting a
clearance to conduct a PRM approach.


Pilot Training Requirement. Pilots must

complete special pilot training, as outlined below,
before accepting a clearance for a simultaneous close
parallel PRM approach.


For operations under 14 CFR Parts 121,

129, and 135, pilots must comply with FAA

approved company training as identified in their
Operations Specifications. Training includes the
requirement for pilots to view the FAA training slide
presentation, “Precision Runway Monitor (PRM)
Pilot Procedures.”  Refer to
training_testing/training/prm/ or search key words
“FAA PRM” for additional information and to view
or download the slide presentation.


For operations under Part 91:


Pilots operating transport category

aircraft must be familiar with PRM operations as
contained in this section of the AIM. In addition,
pilots operating transport category aircraft must view
the slide presentation, “Precision Runway
Monitor (PRM) Pilot Procedures.” Refer to
or search key words “FAA PRM” for additional
information and to view or download the slide


Pilots not operating transport category

aircraft must be familiar with PRM and SOIA

operations as contained in this section of the AIM.
The FAA strongly recommends that pilots not
involved in transport category aircraft operations
view the FAA training slide presentation, “Precision
Runway Monitor (PRM) Pilot Procedures.” Refer to
or search key words “FAA PRM” for additional
information and to view or download the slide


Depending on weather conditions, traffic volume, and the
specific combination of runways being utilized for arrival
operations, a runway may be used for different types of
simultaneous operations, including closely spaced depen-
dent or independent approaches. Use PRM procedures
only when the ATIS advertises their use. For other types of
simultaneous  approaches, see paragraphs 5

−4−14 and



c. ATC Directed Breakout.

 An ATC directed

“breakout” is defined as a vector off the final
approach course of a threatened aircraft in response
to another aircraft penetrating the NTZ.

d. Dual Communications.

 The aircraft flying the

PRM approach must have the capability of enabling
the pilot/s to listen to two communications
frequencies simultaneously. To avoid blocked
transmissions, each runway will have two frequen-
cies, a primary and a PRM monitor frequency. The
tower controller will transmit on both frequencies.
The monitor controller’s transmissions, if needed,
will override both frequencies. Pilots will ONLY
transmit on the tower controller’s frequency, but will
listen to both frequencies. Select the PRM monitor
frequency audio only when instructed by ATC to
contact the tower. The volume levels should be set
about the same on both radios so that the pilots will
be able to hear transmissions on the PRM frequency
if the tower is blocked. Site

−specific procedures take

precedence over the general information presented in
this paragraph. Refer to the AAUP for applicable
procedures at specific airports.

e. Radar Services.


During turn on to parallel final approach,

aircraft will be provided 3 miles radar separation or
a minimum of 1,000 feet vertical separation. The
assigned altitude must be maintained until intercept-
ing the glideslope/glidepath, unless cleared otherwise
by ATC. Aircraft will not be vectored to intercept the
final approach course at an angle greater than thirty


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